Power transmission



April 17, 1945.

POWER TRANSMI SS ION Filed Sept. 27, 1940 V. E. MATULAITIS 5 Sheets-Sheet l INVENTOR ATTdRNEY5- v. E. MATULAlTlS POWER TRANSMISSION .April 17, 1945.

3' Sheets-Sheet 5 Filed Sept. 27, 1940 J uiliiilii v INVENTOR gyl t'fiflzfnrfaldizis Patented Apr. 17, 1945 Chrysler Corporation; Highland Park; Mich., a corporation of Delaware Application September 27, l MOQ SerialNo. 358,636 -11 Claims. (Cl. 74 -472) I This invention relates to .motor vehicles and refers more particularly to power transmission and control'mechanism therefor.

My invention has palticular reference to transmission systems in which the engine ignition is,

momentarily interrupted in order to unload positively engageable drive control elements so as-to facilitate disengagement of such-elements. One

development according to line -5 of 4', the automatic clutching sleeve being released.

Fig. 6 is asimilar view showing the. automatic clutching; sleeve in its intermediate'shift posiexample of such a transmission is described and claimed in the copending application of Carl A. Nerachezuet al., Serial No. 335,310,:filed May 1940. In such transmission systems, the engine ignition sometimes is grounded beyond the desired momentary period either 'as a characteristic of the transmission control mechanism, because of failure of the mechanism to properly function, or for other reasons. When the ignition system is thus interrupted, usually by grounding the same, the engine is often rendered inoperative'so that the car cannot be driven under its own power, or the change speed mechanism does not function properly. i It is an object of my invention to provide means for remedying the foregoing difiiculties whereby the engine ignition is automatically restored after a predetermined time of interruption regardless of the proper functioning of the transmission control .mechanism which is ordinarily provided for momentarily interrupting the ignition system. v Another object is to provide time-control means for. restoring the engine to normal functioning in the event that the primary engine interruptingsystem fails to restore the engine to nor mal functioning.

A further object is to provide means for lessening the time of ignition interruption occasioned hy-the usual transmission control mechanism so that the time of ignition interruption is fixed and independent of the time taken to complete a cycle of the primary ignition interrupting means. Further objects and advantages of "my invention will be more apparent from the following illustrative embodiment-thereof, reference being had to the accompanying drawings in which-:

Fig. 1 is a side elevational view showing'the motor vehicle engine and power transmission.

Fig. 2 is a longitudinal sectional elevational view through themain clutching mechanism,

Fig. 3 is a similar view through the change speed transmission. I v

- Fig. 4 is a detail enlarged View of the blocker clutch as seen in Fig. 3. Fig. 5 is a sectional plan view illustrated as a ment.

tion during the drive blocking condition. Fig. 7is a similarview showingvthe automatic clutching sleeve in its coasting relationship from the Fig 6 showing, the clutching sleeve being unblockedf d iring coast for its clutching. move- Fig. 8 is a similar view showingthe automatic clutching sleeve in full clutching engagement.

Fig. 9 is a view similar to Fig. 5 but showing the --automatic clutching sleeve in its other intermediate shift position during the coast blocking condition. 1

Fig..1 0i s a diagrammatic view of the control mechanism for the automatic clutching sleeve, the latter being shown in its released position.

Fig. 11' isa similar. view of a portion of the Fig. 10 control mechanism in another operating position.

While this control may be employed in conjunction with various types and arrangements of motor vehicletransmissions, in order to illustrate one .drivingsystem the invention is shown in connection with certain salient parts of the aforesaid Neracher et a1. application.

' -In the drawings A represents the internal combustion engine which drives through fluid coupling B andconventional type of friction main clutchCto the speedratio transmission D whence the drive'passes from output shaft -todrive I the rear vehicle wheels in the usual manner,

The engine; crankshaft 2| carries the vaned fluid coupling impeller 22'which in the well known manner drives the a v vaned runner 23 whence the driv passes through hub 24 to clutch driving member-25. This member then transmits the clutch- C is engaged as in Fig. 2,

driving shaft Z'Lcarrying the main drive pinion lar is thrust forward to cause levers 3| to release the clutch driving pressure plate 32 against springs 33 thereby releasing the drive between runner 23 and shaft 21. The primary constant mesh with gear-34 which drives counhtershaft 35 through an ovrrunning clutch E of the usual typesuch that when shaft 2'! drives in its usual clockwise directionv (looking from A clutchpedal 29 controls clutch C such that when the driverldepresses this pedal, col- 7 front to rear) then clutch E will engage to lock gear 34 to countershaft 35 whenever the gear 34 tends to drive faster than the countershaft. However, whenever this gear 34 tends to rotate slower than the countershaft then clutch E will automatically release whereby shaft 21, under certain conditions, may readily drop its speed while countershaft 35 continues to revolve.

Countershaft 35 comprises cluster gears 36, 31 and 38 which respectively provide drives in first, third and reverse. Freely rotatable on shaft 20 are the first and third driven gears 39 and 40 respectively in constant mesh with countershaft gears 35 and 31. A hub 4| is splined on shaft '20 and carries therewith a manually shiftable sleeve 42 adapted to shift from the Fig. 3 neutral position either rearwardly to clutch with teeth 43 ofgear 39 or else forwardly to clutch with teeth 44 of gear 40. Sleeve 42 is operably connected to shift rail 45 adapted for operation by any suitable means under shifting control of the vehicle driver.

Shaft 28 also carries reverse driven gear 48 fixed thereto. A reverse idler gear 41 is suitably mounted so that when reverse drive is desired, idler 41 is shifted into mesh with gears 38 and 46.

First, third and reverse speed ratio drives and neutral are under manual shift control of the vehicle driver, the main clutch C being released by depressing pedal 29 in shifting into any one of these drives.

First is obtained by shifting sleeve 42 to clutch with teeth 43, the drive passing from engine A, through fluid coupling B, clutch C and shaft 21 to pinion 28 thence through gear 34 and clutch E to countershaft 35. From the countershaft the drive is through gears 36, 39 and sleeve 42 to shaft 20.

Third is obtained lay-shifting sleeve 42 to clutch with teeth 44, the drive passing from the engine to the countershaft 35 as before, thence through gears 31, 40 and sleeve 42 to shaft 20.

Reverse is obtained by shifting idler into mesh with gears 38, 4.6, sleeve 42 being in neutral, the

reverse drive passing from the engine to the countershaft 35 as before, thence through gears 38, 41 and 46 to shaft 20.

Slidably splined on teeth 48 carried by gear 40 is the automatic clutching sleeve F which, under certain conditions, is adapted to shift forwardly to clutch with teeth 49 carried by pinion 28 thereby positively clutching shaft 21 directly to gear 40. This sleeve F is adapted to step-up the speed ratio drive from first to second and from third to fourth which is a direct drive speed ratio. Control means is provided which limits clutching of sleeve F to approximate synchronism with teeth 49 and also to a condition of engine coast, sleeve F being prevented from clutching during that condition known as engine drive as when the engine is being speeded up under power.

When driving in first, second is obtained by the driver releasing the usual accelerator pedal 50 thereby closing the engine throttle valve and allowing the engine to rapidly coast down. When this occurs, the engine along with shaft 2|,pinion 23 and gear 34 all slow down while shaft 20 along with gears 39 and "36 continue their speeds by accommodation of clutch E which now overruns. The engine slows down until teeth 43 are brought to approximate synchronism with sleeve F which thereupon automatically shifts to clutch with teeth 43 resulting in a two-way drive for second as follows: pinion 28 through sleeve F to gear 40 thence through gears 31, 38 and 39 to sleeve 42 and shaft 20, the clutch E overrunning.

When driving in third, fourth or direct is obtained just as for second by driver release of the accelerator pedal and resulting shift of sleeve F to clutch with teeth 49 when these parts are synchronized by reason of the engine coasting down from the drive in third. The direct drive is a two-way drive as follows: pinion 28 through sleeve F to gear 40 thence directly through sleeve 42 to shaft 20, clutch E overrunning as before.

Referring to Figs. 4 to 9 there is shown the blocking means for controlling clutching shift of sleeve P so as to limit clutching thereof to engine with blocking teeth 53 which either lie in the path,

of forward shift of teeth 58 or 5| or else between these teeth to allow clutching shift of sleeve F. Thus, blocker 52 has, at suitable locations, adrive lug 54 engaged in a slot 55 of gear 40. The blocker is urged under light energizing pressure of spring 56 'into constant frictional engagement at 5! with pinion '28 so that the blocker tends to ro tate with pinion 28 within the limits afforded by the travel of lug 54 circumferentially in slot 55.

During drive in first and third, the speed of shaft 21 exceeds the speed of gear so that, if sleeve F is fully released, the parts will be positioned as in Fig. 5 wherein the blocker leads the sleeve F thereby positioning blocker teeth 53 axially in alignment with the short teeth 5|. If now the sleeve F is urged forwardly it Will move to the Fig. 6 position of drive blocking and will remain in this blocked position as long as the engine drives the car in first or third.

If now the driver releases the accelerator pedal so that the engine may coast down under accommodation of over-running clutch E, while sleeve F is urged forwardly, then when pinion 28 is reduced in, speed to that of sleeve F slight further drop in speed of pinion 28 for a fraction of a revolution below the speed of sleeve F will cause blocker 52 to rotate slightly relative to sleeve F until blocker teeth 53 strike the adjacent sides of long teeth as in Fig. 7 thereby limiting further reduction in speed of the blocker relative to sleeve F. At this time the sleeve F is free to complete its forward clutching shift with teeth 49, as in Fig. 8, the blocker teeth 53 passing between adjacent long and short teeth 50, 5|. With the sleeve F thus clutched during engine coast, a two-way drive is established in second or fourth depending on whether the manually shiftable sleeve F was set for first or third just prior to the clutching shift of sleeve F.

In the event that sleeve F is urged forwardly from its Fig. 5 position at a time when the gear 40 is rotating faster than pinion 28, then the blocker 52 will lag behind the sleeve and will be blocked by engagement of long teeth 5|] with the blocker teeth 53 as shown in Fig. 9. This is referred to as the coast blocking condition. If now the engine is speeded up by the driver depressing the accelerator pedal in the usual manner, then the engine and blocker 52 rotate forwardl and blocker teeth 53 move over to the Fig. 6 drive blocking position thereby jumping the gap besolenoid H is energized thereby raising plunger sleeve clutches only from the .drive blocking condition followed by engine coast which protects the teeth and avoids harsh clutching effects on the passengers and transmission mechanism. On

accelerating the engine from the Fig. 9 coast blocking condition, the engine comes up to a speed limited by engagement of the overrunning clutch E for drive in either first or third depend ing on the setting of the manually shiftable sleeve 42. Then on releasing the accelerator pedal the 80 against spring 83 to seat valve 82 and shut off the vacuum supply to chamber 14 and at the same timeunseat valve 8| so as to vent this chamber through passage 84, chamber 85 and vent passage 86. When the solenoid is de-energized then spring 83 lowers plunger 80 thereby seating valve 8| to shut off vent 86 and open valve 82 as sleeve F will synchronously clutch with teeth-49 during coast to step-up the drive to either second or fourth as aforesaid.

-' The transmission is provided with suitable motor means for controlling shift of sleeve F along.

control of electromagnetic means illu'stratedjin the form of a solenoid H. a 7.

Forward shift of sleeve F is effected, under controlv of motor G, by reason of a-spring 58 fixed' at one end and exerting a pull on lever 59 which is connected tosleeve F through the cross-shaft 60' and shifter yoke 6|. Pivoted to the lowerfend of lever 59 is a follower rod 62 guidedin a support 63 and'in the rubber sealing booti64 carried-by cylinder 65 which containsthe diaphragm piston 66 urged in a direction to release sleeve 'Fiby a spring 61 which is much stronger than spring-58; Diaphragm piston 66 is connected to a leaderrod 68 which hasa rearextension' fis aligned with rod 62.

Rod 68 has a series of detents' I0, 'II- and I2. the latter cooperating with a latch-13 such that when vacuum is admitted to chamber I4 to cause the piston 66 and rod 68 to assume their Fig-11 the primary terminal oftheusual distributerof the ignition system whereby the engine ignition Y may be momentarily renderedineffective thereby unloading the torque at :sleeve F sufliciently to insure its release by spring 61. This ignition interrupting system is under controlof an interrupter switch I8 which is closed by plunger-I9 and ball 80 whenever rod 69 moves betweenthe Fig. 10 and Fig. 11 positions by reason of the enlarged rod portion between .detents."I0,11l....Detent II is so arranged that, withthe parts asin Fig. 11 and sleeve F clutched, rod 68 may, move rearwardly sufficiently to close gap 16 at the lostmotion between rod portion69 and rod 62,-this movement causing switch I8 to close and ground;

the ignition system whereupon spring 61 maythen cause further movement of rod 68 and rod62 to release sleeve F, the switch 18 then opening by detent I0 to restore the ignition system. i

The vacuum supply to chamber "is under control of electromagnet means in the form of a solenoid H which comprises an armatureplunger 80 having valving partsBI, 82. In Fig. IOthe 7 in Figi'l l thereby opening chamber I4 to the engine intake manifold K through passage 84,

v chamber 86", and pipe 81.

-A certain lost motion is provided between plunger and the inwardly bent finger I3 oi latch 13 so that when the plunger moves downwardly thelatch may subsequently catch at detent I2 whenvacuum operates piston 66, the parts then remaining in the Fig. 11 position independently of vacuum in chamber 14 until solenoicl'I-I is energized to release the latch and vent chamber I4. I I

'It is'deemed preferable to provide a speed con trol on the energization of solenoid H soas to insure automatic release of sleeve F below a predetermined car speed and automatic engagement of sleeve F above a predetermined car speed. Whenever the car. is in forward driving condition the manual sleeve 42' is either shifted rearwardly to the low range or forwardly to the high range so that by driving a governor from theicountershaft 35 it is possible to provide a speed control-operated proportionate to the speed of travel of the car. Driven from countershaft'gear 88 is a governor J of any suitable type, this governor operating a sleeve 89 outwardly along its drive shaft 90 as the car speed reaches a predetermined point, the break-away being under control of a detent 9I if desired.

' The sleeve 89 has a shoulder 92 engaged by the swinging switch piece 93 of the governor switch 94. When the car is stationary the detent 9| is engaged and switch 94 is closed. As the car accelerates the governor eventually reaches its critical speed and detent 9I releases thereby causing switch 94-t0 open. As the car slows down, the governor spring 95 restores the parts to the. Fig. lOposition' and by proportioningthe'various parts it is obvious that switch 94 may be made to function at desired speeds proportionate to car travel. As an example of one arrangement of governor operation and.

gearing arrangement, the governor may be made :to open switch 94 during car acceleration 'in first and third'respe'ctively at approximately. '7 and 15 M. P. 1-1. (miles per hour), the

switch 94, closing 0n stopping the car in direct and second at approximately 7 and 3 M. P. H. respectively. I

The driver operated ignition switch is designated at L and comprises a conductor 96 which, in the Fig. 10 position showing the switch on or closed, electrically connects contacts 91 and 98. Contact 9'! extends by conductor 99 to ammeter I00 and thence by conductor .IilI to the usual storage battery I02 and thence'to ground I03. Contact 98 ha a conductor I 09 extending therefrom to the engine ignition system herein shown in part as comprising coil I95 and distributer I05 having'a primary terminal I01.

A second conductor I08 extends from contact 98 to the solenoid H and thence by conductor I09 to one terminal of ignition the throttle vvalve, lever III having an upper extension which at such time closes, switch II4 to effect a step-down in the transmission from fourth to third or from second to first.

The governor solenoid circuit is as follows: ground I 03 to battery I02 thence by conductor MI .to ammeter I00 and by conductor 93 to ignition switch L. From switch L this circuit extends through conductor I08 and solenoid H and thence by conductors I09 and III to switch 94 and ground 93. i The kickdown solenoid circuit is the same as the governor solenoid circuit to conductor I09 whence this circuit extends by conductor IIZ to kickdown switch II4 and. ground H5.

The engine ignition circuit is the same as the governor solenoid circuit up to the ignition switch L whence thi circuit extends by conductor I04 to coil I05 and distributor I06.

The ignition grounding circuit for rendering the ignition inoperative comprises a grounding conductor IIS extending from the primary terminal ill? of distributor I06 to a fixed contact I26 which is normally engaged by contact I2I carried at the outer end of a-thermo-active bimetal conductor member 522 which is fixed at its end opposite to the swinging end having contactIZI. A resistance heating element I23 is disposed in thermal association with bi-metal member I22 and is electrically connected between conductor H0 and member I22. From battery 202, preferably by way of switch L, a conductor 24 extends to a resistanceI25 and thence to a fixed contact I26 so disposed that when member I22 is subjected to heat of the resistance I23, member I22 deflect 'and' causes contact I2! to separate from contact I and to engage contact I26. Resistance I 23 is selected so that when current is passed therethrough, according to the circuit to be described, the bi-metal member I22 will deflect so as to cause contact IEI to snap from contact I20 to contact I in a predetermined time after closing the interrupter switch I9. While this'time may be varied according to the operation desired and according to the functioning of the particular transmission employed with timer M, I have found in practice that a tim interval of about one second, for example, is desirable for the illustrated mechanism.

The primary ignition grounding circuit undercontrol of interrupter switch I8 extends from the distributer I06 through conductor II9 to contacts I20 and I2! thence through bi-metal member I22, resistance I23 and conductor III) to interrupter switch I8. From switch I8 this grounding circuit extends through conductor I66 and thence to a suitable ground. In the illustrated arrangement this ground is provided either at H5 through conductor H2 and kickdown switch H4 or else at II3 through conductor III and governor switch 94 In the event that, for any reason, the interrupter switch I8 remains closed longer than the normal time required when rod 68 moves from I its Fig. 11 to: its Fig, 10 position,.then bi-metal member I22- operates to break the primary ignition .groundingcircuit by reason of contact I2I swinging over to contact I26 whereupon the ignition system is restored to normal operation. If .desired, the member I22 may be arranged to act to restore the ignition in advance of the normal stroke of rod 68. Also, if, when the parts are in the Fig. 11 position, the solenoid should be energized while. sleeve F fails to release its engagement with teeth 49, then instead of the ignition system being rendered inoperative as gap I6 istaken up thereby closing switch I8 and tending to maintain the ignition system inoperative, the ignition system is grounded only so long as it takes for resistance I23 to beat bi metal: member I22 causing the primary ignition grounding circuit to be broken.

When contact I2I snaps over to contact I26 to restore the ignition system, then the contact I2I remains in such position as long as the interrupter switch I8 is closed, automatically returning to contact I20 when switch .l8'opens. This is brought about by reason of establishing sufficient current through resistance I23 tomaintain member I22 heated when contact I2I snaps over to contact I26. At such time current flows from battery I02 through conductor I 0|, ammeter I 00 and conductor 99 thence through switch L to conductor' I08, conductor I24, resistance I 25 and through contacts I26; I2I to the bi-metal member- I22, thence through resistance I23, conductor IIO, switch '18 and to ground H5 or II3 just as for the primary ignition grounding circuit. Resistance I25 determines the .current flowing through the heater resistance I23, only a small current being ordinarily required such as .5 of an ampere for example although this depends on the type of bi-me'tal member employed and the extent of thermal proximity thereto. This circuit which is established by contact I2I engaging contact I26, within a predetermined time after closing interrupter switch I8, may be referred to as a. secondary ignition restoring circuit and is preferably under control of the ignition switch L so that there is no danger of leaving this circuit closed when the car is parked. Contact I 2| is in its selective engagement with contacts I20 and I26 acts in'the capacity of temperature or thermo-responsive switch means in series with interrupter switch I8 for controlling both the primary ignition grounding circuit and the secondary ignition restoring circuit. This secondary ignition restoring circuit is claimed in the co-pending divisional application of Edmond F. Webb, Serial No. 486,930, filed May 14, 1943, now issued on February 29, 1944, as Patent No. 2,342,712.

In the aforesaid Neracher etal. application there is set forth certain circumstances under which the transmission becomes locked-up with sleeves F and 42 clutched and under torque load,

and with gap 16 taken up-so as to render the engine ignition inoperative. With my invention the ignition system is automatically restored under such conditions making it possible for the en- 'gine to operate and unload the teeth of sleeve F down operation.

switch 94 is closed therebyestablishing the governor solenoid circuit. Cylinder I4 is vented and sleeve F disengaged. The driver shifts sleeve. 42 toeither the high or lowrange'and accelerates the car ordinarily above the critical-speed of -gov ernor J thereby causing" switch 94 to open to break' the governor solenoid circuit. As vacuum builds up in the engine intake manifold K, plunger'80 now'being lowered by spring tit-because switch '94 is open; piston 66 will be operated by vacuum thereby moving rod 68 to its Fig. 11

the governor critical speed and the engine allowed to coast, then second Willautomatically become operative. Then if 'the'driver shifts sleeve 42 forwardly to the high range, third will of course be skipped and fourth will be obtained because sleeve F will remain engaged. Ordinarily, especially where the car is equipped with a fluid coupling B, the sleeve 42 may be left in its high range and all starts and stops made without further shifting. This is possible owing to slippage in thefiuid coupling when stoppingthe car for a traflic light and is practicable because the fluid coupling allows high engine torque for favorable car'acceleration and because governor J directs a downshift on bringing the car to rest. Thus there is automatically provided a favorable torque-multiplying gearing for starting, as in third.

Whenever the car is driving in fourth or second above the governor critical speed,'a full depression of the accelerator pedal will cause the transmissionto step-down to third or first, the transmission step-up back to fourth or second taking place on release of the accelerator pedal with attendant synchronization of sleeve? with teeth 49. J

When the accelerator pedal is fully depressed for the kick-down, switch-H4 closes thereby enrupter switch '18, to break the primary ignition grounding circuit and to restore andmaintain the 'ignitionsystem so long as switch '18 remains closed.

If desired, the relationship of heating resistance element I23 and bi-metal member I22 may be such that contact I2! moves over to contact J|26 ahead of the normal restoring operation of switch 18 to its open position when rod 68 moves between its Fig. '10 and Fig. 11 positions.

I claim: 4

' 1. In a drive for a'motor vehicle having an engine; transmission mechanism operable to provide a drive from the engineto the vehicle,'said mechanism including-positively engageable drivecontrol elements cooperable for relative engageergizing the kick-down solenoid circuit and caus-- ing solenoid H' to raise plunger 80 and release latch 13 thereby venting chamber l4. At this time the sleeve F is under driving torque from the engine operating under wide open throttle. However, when latch 13 is' released, spring 6! operates rod 68 rearwardly sufliciently to close gap 16 thereby closing the interrupter switch 78 and causing the primary ignition grounding circuit to ground the engine ignition system. This relieves the torque at sleeve F and spring 61 operates to release-the sleeve whereupon the ignition is restored at detent 10 and the engine quickly I speeds up to engage overrunning clutch E forestablishing the third or first driving ratio depending on the setting of sleeve 42 prior to the kickin a predetermined'time from the closing of inter-- ment therebetween to establish said drive and for rocatory' thrust member; means oprably connecting said thrust member with one of said elements accommodating an initial limited movement of said thrust member in one direction independently of-movement .of said one element and-a further movement'of' said thrust member in the same direction for transmitting thrust to said. one element for effecting -relative disengagement of said elements as aforesaid; an interrupter switch having means biasing the same to open switchlcondition; switch'operating means connecting said interrupter switch with said thrust member so as to close said interrupter switch in response to-said initial limited move- -ment of said thrust member and to accommodate bias of said interrupter switch to open condition in response tos'aid further movement of said 4 thrust member; a groundingsystem for said ignition system controlled by said interrupter switch for effecting interruption of said ignition system I when said interrupter switch is closed; and means operating in response to the aforesaid interruption of said ignition system beyond a predetermined interval of time for restoring said ignition system independently of restoration thereofby said further movement of said thrust member.

2. "In a drive for a motor vehicle having an engine; transmission mechanism operable to provide a drive from the engine to the vehicle, said mechanism including positively engageable drivecontrol elements 'cooperable for relative engagement therebetween to establish said drive and for mission is relieved; an ignition system for said engine adaptedto be interrupted to. relieve'said thrust-transmission; means including a reciprocatory thrust-transmitting member operable to urge relative disengagement of said elements as aforesaid; an ignition grounding circuit adapted to be established in response to operation of said thrust-transmitting member for effectin interruption of said ignition system to accommodate said relative disengagement of said elements; means for restoring said ignition system as an "incident to said operation of said thrust-transmitting member and means for automatically re- 3. In a drive for amotor vehicle havinganxen :gine; transmission mechanism operable (to provide a drive from the engine to the vehicle, said mechanism including positively engageable drive-control elements cooperable for relative engagement therebetween to establish said drive :and lforirelative disengagement to release said drive, said elements when relatively engaged :being subject to thrust-transmission 'therebetween during .said drive so as to resist relative disen agement thereof torelease-said drive untilsaid thrust-transmission is relieved; an ignition system :for said engine adapted to :be interrupted to relieve said thrust-transmission; means comprising :azspringoperated thrust member operable one direction to .urge relative disengagemerrtof :said elements as aforesaid; a controlling switch element operable from a first position to a second position; means operable .in response to operation of said thrust member in said direction for causing operation of said switch element ;to its said second posit-ionefor effecting interruption of ,said

ignition system to accommodate'said relative disengagement of said elements followed :by operasystemsubsequently to interruption of said ignition system.

4. In a drive for amotor vehicle havingan .en-

gine provided with an ignition system; transmission means comprising change speed mechanism adapted for manipulation to change the vehicle speed ratio drive; electrical circuit means for mendering said ignition system inoperative; an interrupter swtch operable :to control ,said circuit means; means operable to effect said manipulation of said transmission means; means for operating said switch from a first position thereof to a second position thereof as an incident "to 101381- ation of said transmission manipulating means for establishing said vcircuit means; said circuit means including thermo-responsive switch means and a resistance thermally associated therewith so constructed and arranged that said athermoresponsive switch means operates to open (said lcircuitimeans when said interrupter switch is in its said second position.

5. In a drive for amotor vehicle having :anengine; transmission mechanism operable to provide a drive from the engine to the vehicle, said mechanism includin DOSitivel-yengageab1e (drivm control elements cooperable for relative engagement therebetween toiestablish said :drive and rfor relative disengagement to release :said drive, said elements when relatively engaged being subject to thrust-transmission therebetween during said drive so as to resist ,relative'disengagement :there- .of to release said drive until said ithrusttransmission is relieved; an ignition :system for said engine adapted to be interrupted to :relieve :said thrust-transmission; thrust-transmitting .means operable to urge relative disen agement Of isaid elements as aforesaid; groundin :oi-rcuit means adapted, when completed, :to ground .said ignition :system by causing cnrnent flow rfrom :said ignitionsystem to ground, thereby eiieoting said interruption; control :means operable to 'efiect completion of said grounding circuitmeans so as to accommodate relative disengagement of said elements by said thrust-transmittingmeans, normally automatically followed by opening oi said grounding circuit means within a. predetermined time interval in response to relative disengaging movement of said elements thereby to effect restoration of .said ignition system to normal operation; and means responsive to said flow of current through said grounding circuitmeans beyond said predetermined time interval for effecting opening :of said :groundi-ngoi rcuit means thereby to effect restoration of said ignition system to operation upon failure of said control means to open said ;.g-rounding circuit means.

6. In :a drive tor a motor vehicle having an engine; transmission mechanism operable to provide a drive :from the engine to the vehicle, said mechanism including positively engageable drivecontrol elements cooperable for :relative engagement therebetween to establish said driveand for relative v.disengagen'ient to release said drive, said elements when relatively engaged being subject to thrust transmission therebetween during said drive so as to resist relative disengagement thereof to releaselsaid drive until said thrust-transmission is relieved; ansignition system for said-en gine adapted to be interrupted to relieve said thrust-transmission; thrustetransmitting means operable to urge relative disengagement of said elements as aforesaid;- groundi-ng circuit means adapted, when completed, to ground said ignition system by causing current flow from .said ignition system to ground, thereby eflecting :said interruption; control means operable to eftect completion of said grounding circuit means so .as

to accommodate relative disengagement of :said

elements bysaid thrust-transmitting means, normally automatically followed by opening of .said grounding circuit :means within .a predetermined timeinterval response to vrelative disen a ing movement of said elements thereby to effect-restoration of saidiignition system to normal operation; ;and thermo-responsi-ve means operating in response tov said flow of current through said grounding circuit means beyond said predetermined time interval for eltecting opening of said grounding cincu-itmeans thereby to =efiect -restorationaof said ignitionsystem to operation upon tailure of said controlmeans :to open said grounding vcircuit-means.

7. In a drive :-f.or .a ,motor vehicle having an engine; transmission mechanism (operable to provide a drive from :the engine to "the vehicle, said mechanism including positively engageable drive- .control elements 'cooperable "for relative engagement therebetween to establish Saiddri-Ve and for relative disengagement it!) release said drive, said elements when relatively engaged being .subject to thrust-transmission therebetween .during said drive :so a to resist relative disengagement thereof to release :said drive until saidathrusttransmission is relieved; .an ignition system for said engine adapted to be interrupted to relieve said thrust-transmission; v thrust-transmitting means operable to urge relative disengagement oof said elements I as aforesaid; grounding circuit means adapted, when completed, to ground .said ignition system by causingcurrent lflOW fromisaid ignition system to ground, thereby enacting-said interruption; control means operable to effect completion :of said grounding circuit .means so as :to accommodate relative disengagement of said elements by said thrust-transmitting means, ,normally automatically followed by opening of said grounding circuit :means within (a predetermined time interval in response to relative disengaging movement of said elements thereby, to effect restoration of saidignition system to normal option system to operation upon failure of aid control means to opensaid grounding circuit means.

8. A control for an engine ignition system com prising; an electrical grounding circuit adapted, when closed, to ground said ignition system by causing current to flow from said i nition sys em variable speed'transmission for internal combustion engines, an ignition system, normally open switch means, a grounding circuit for said ignition system controlled by at least a part of said switch" means, a normally closed switch, means responsive to initial movement of the shift member for closing said normally open switch means, heatresponsive means for opening the normally closed switch, and heating means for the heat-responsive means energized by closure of said'normall'y open switch means. d i

11. In a drive for a motor vehicle havin an engine; transmission mechanism operable to provide a drive fromthe engine to the vehicle, said mechanism including positively engageable drive- 1 control elements cooperable for relative engageto ground, thereby rendering said ignition system inoperative; an ignition'interrupter switchinter posed in said grounding circuit; means normally operating to momentarily close said interrupter switch for effecting momentary grounding of said ignition system; said grounding circuit including thermo-responsive switch means, and a resistance thermally associated with said thermo-responsive switchmeans and so constructed and arranged as to respond to said current fiow for causing said I thermo-responsive switch means to, open said I grounding circuit when said interrupter switch remains closed longer than momentarily.

9. In combination with a shift member for a variable speed transmission for internal combus.

tion engines, an engine ignitionsystem, a grounda ing circuit for said ignition system includin a normally open switch, a normally closed switch, means responsive to initial movement of the shift merit therebetween to establish said drive and forv relative disengagement to release said drive, said elements when relatively, engaged, being subject f to thrust-transmission therebetween during said drive so as to resist relative disengagement thereof to release saidfldrive until said thrust-transmission is relieved; an ignition system for said e ine adapted to be interrupted to relieve said thrust-transmission; means including a reciproatory thrust-transmitting member operable to urge relative disengagement of said elements as afore- 1 said; an ignition grounding circuit adapted to be established in response to operation of said thrust-transmitting member for'effecting interfruptiori of said ignition system to accommodate said relative disengagement. of' said elements;

means for restoring said ignition system as an member for closing said normally open switch,

' heat-responsive means for opening the normally closed switch, and heating means for the heatresponsive mean energized by closure of the normally open switch.

10. In combination with a shift member for a incident to said operation of said thrust-transmitting member; and means operating in response to. interruption of said ignition system by said ignition grounding circuit beyond a predetermined interval of time for restoring said ignition system independently of restoration thereof by the last said means.

VICTOR E. MATULA-ITIS. 

